Rotary internal combustion engine



March`l4, 1944, v MEEKS 2,344,159

i y ROTARY INTERNAL COMBUSTION ENGINE Filed' Aug. 24, 1942 s sheets-sheet 2 INVENT OR Lorzrziejleeks,

T TORNE Y March 14, 1944. MEEKS 2,344,159

ROTARY INTERNAL COMBUSTION ENGINE Filed Aug. 24, 1942 3 sheets-sheet 3 IN VEN TOR ,Z anni@ M'eeks BY M TT ORNE Y Patented Mar. l14, 1944 UNITED STATES PATENT Y OFFICE ROTARY INTERNAL coMBUsTIoN ENGINE Lonnie Meeks, sen Antonie, Tex. Application August 24, 1942, semi No. 455,835

(CL 12H);

6 Claims.

primary object in view of rendering the same more practical both in construction and operation and of greater eiliciency in use. s f

With these general purposes and objects in mind, other and more detailed aims, objects and advantages will be more readily understood and more thoroughly appreciated, in the course of the following detailed description of the construction, combination and arrangement of the several parts of the invention, and by reference by the accompanying drawings, forming a part of this specification, and illustratirg the best mode so far devised for carrying the invention into practise.

In the drawings,

Figure 1 is a vertical transverse sectional view through the engine unit forming the combustion chamber. l

Figure 2 is a similar view through-the engine unit forming the compression chamber.

Figure 3 is a vertical longitudinal sectional view through both umts taken substantially on line 3-3 of Fisure 1.

Figure 4 is a radial `sectional view taken substantially on line 4-4 of Figure 1, through the charge transfer valve;

Figure 5 is a view similar to Figure 4, taken substantially on line 5-5 of Figure 1, through the tiring tube.

Figure 6 is a front elevation of the unit forming the gear case, with the front plate removed.

Figure 7 is a detail vertical transverse sectional view through the water circulating pump and its casing, taken substantially on line 1-1 of Figure 3.

Figure 8 is a similar view through the lubricating pump taken substantially on line 8-8 o Figure 3, and, f

Figure 9 is a longitudinal sectional view through one of the sliding abutments, taken substantially on line 9 9 of Figure 1.

Referring now to the several gures above described, and particularly to Figure 3, the casing or stator of my improved engine, is shown of unit construction and assembly, there being a compression unit I0, a combustion unit II, a gear unit I2, and back and front plates I3 and I4 in axial alignment upon a shaft I5 which extends axially through the combustion chamber I6 and the compression chamber I1.

Fox-the' beve purpose, u will be noted that each of the umts I'and II, as well as the gear unit I2.' is formed witha wall having a surroundflanged extension, the walls being respectively designated Il, I8* 'and' I8b. and the extensions: being .respectively .designated iIQ, I9*

and ISP. Each of these walls and iianges has a poses, as we shall presently see'. j,

The above units III, II and I2'are' assembled with their extensions I8, I9* and |91 projecting in the same direction so that the wall I8* of combustion unit II is between the combustion chamber I8 within unit II and the compression chamber I'I within unit III. these units and the back plate I 3 being nested in their assembled contacting relation by virtue of annular offsets at 2I, and having outstanding apertured flanges 22 for the reception ot connecting bolts 23, some ol?` which may extend along the entire series of units to unite the same asV a stator casing, and some'bolts being relatively short to connect only adjacent units as they are assembled.

It is thus obvious that, although but one compression cylinder and'one combustion cylinder have been shown, it becomesanv easy matter to assemble greater numbers of units I0 and II in alternating relation to form multiple comwater circulating chamber 29, forl cooling purpression and combustion cylinders. Thus the Vengine. may be easily expanded to bring into y against which bears a spring 26 whose tension is such as to constantly press the rollers in the direction of their smaller ends to take up any inequalities and uniformly compensate for wear, so as to assure firm, uniform and anti-friction suppoi't of the shaft I5 in the stator or casing.

The shaft I5 extends rearwardly of the rear plate or unit Il in which it has a roller bearing 2l, and this bearing and the hubs of vthe rotors in chambers I6 and Il form abutments for the springs 28. 1

The rotors are in theform of eccentrics 28 within the combustionand compression cylinders I6 and I'I. and each includes an inner hub Il, a central hollow web I6 and a hollow peripheral Portion or rim I I. Each eccentric also has tubular radially projecting arms 62 and Il as plainly seeninlligures land2,botharmshaving openings I4 into the hollow of the web 60 which latter communicates with the hollow of the peripheral portion or rim II as at Il* in Figures 1 and 2, for the circulation of cooling fluid in the hollows or water spaces of the web and rim portions to provide for the cooling of the moving parts within the compression and combuslon chambers.

The eccentrica 26 are keyed to rotate with the shaft I6. and their rimportions II rotate within cylindrical sleeves 36, which latter are shifted eccentrically around and within the chambers, and are pressed into contact. at the high points of the eccentrica, with the annular cylinder walls. The shaft I6 and the eccentrica 28 of both cylinders I6 and I1 rotate in a clockwise direction as viewed in Figures 1 and 2, and the construction in both cylinders is the same.

Each eccentric sleeve 66 is prevented from rotation and has for this purpose a radially protuberant portion 66 which is rounded as plainly seen in Figures l, 2 and 9, and laterally reduced to swingingly interflt a pocket in the inner end of an abutment 61. This abutment is confined to radial sliding movement into and out of its respective cylinder, within a cap-covered housing 38 forming a part of its respective casing unit. The closing cap 66 of this housing is preferably bolted thereto, and the abutment 31 therein has a concave surface 46 at its inner end within which the protuberant portion 36 of the eccentric sleeve swingably interflts. A pivot pin 4I connects the abutment and sleeve protuberance 36, extending through the latter and through side portions of the abutment. which portions slide in radial grooves 42 of the side walls of the cylinder as plainly seen in Figure 9.

The rim portions 6I of the eccentrica, as well as the sleeves 36 extend from one side wall to the other in each cylinder, the sleeves having side rings 46, so as to isolate the inner space within the eccentric rims 6I at opposite sides of the webs III, and the compression or combustion space between the sleeves 66 and the annular walls of cylinders I6 and I1.

It will be noted that, the abutments 31 of the compression and combustion cylinders are arranged at divergent angles radially with respect to the cylinders, and that the units It and I I proi vide an axial cylindrical bore 44 within whicli is a hollow rotary transfer valve 46. The bore 44 communicates with the compression cylinder I1 through a port 46 opening into said cylinder rearwardly of its abutment 61 in respect to direction of rotation of the rotor, and communicates with combustion cylinder I6 through a port 41 opening into said cylinder forwardly of its abutment in respect to said direction of rotation, as seen by a comparison of Figures 1 and 2. t

munication with combustion compartment It through a transfer opening Il in the cross partition 4l, while compression compartment II is in constant communication with combustion compartment Il through a transfer opening I6 in said partition. Moreover the arrangement will be seen to be such that when one of the compression compartments is in communication with compression cylinder port 46, the respective combustion compartment will be closed to the combustion cylinder port 41 and vice versa.

'I'he above arrangement necessitates that the transfer valve 46 rotate at one-half of the speed of the eccentric shaft I6 and for this reason the latter shaft has its forward portion, within the gearing unit I2 of the casin. provided with a small pinion 61, seen in Figures 3 and 6, in mesh with a pinion 66 of twice its size. The latter pinion is secured upon a shaft 66 iournalled in bearings in the wall of unit I2 and the front plate I4 and extending forwardly of the latter for suitable connection with any mechanism for utilization of the operation and power of the motor.

'I'he shaft 66 preferably has an internally bored and splined inner end, and the transfer valve 45 has a forward externally splined stub shaft 6I interfltting said bored end, to be thus driven by shaft 68 at the required half speed relative to the eccentric shaft.

The above mentioned shaft 69 has fixed thereon another pinion 62 which is in mesh with a pinion 63 of one-half the size of pinion 62. Pinion 66 is fixed on a shaft 64, as seen best in Figure 5, which is a part of an axially disposed ring tube mounted in aligned bores in the units I6 and II and in wall openings ofunit I2 and rear plate Il and preferably having piston rings 66'. This tube is thus driven at the same speed as eccentric shaft I6 and communicates only with combustion chamber I6 once every revolution through a wall opening 66 of the tube and a port 61 of the unit II at a point between the abutment 31 of the combustion chamber and the port 41 through which each charge is owed into the combustion chamber from the transfer valve 46, as seen in Figures 1 and 5. It is contemplated that this tube 66 will extend rearwardly through the rear plate I3 for communication with an external casing 66 so that its capacity will be auch as to retain burning gas between revolutions of the motor to supply ignition to each combustible charge as the latter flows into the combustion cylinder and as the firing tube opening 66 registers with the combustion cylinder port 61.

For starting purposes, the hollow nxture 66 4 supporting gas casing 66, may have a spark plug Within bore 44, transfer valve 46 is divided by l a transverse intermediate cross partition 46 into 'end compartments, each compartment being divided lengthwise by a diametrical partition 49 into separate chambers 66 and 6I opposite the compression cylinder I1 and similar chambers 52 and 63 opposite the combustion cylinder I6. These chambers are severally open to communication with the cylinder ports 46 and 41 through wall openings 64 of the valve 46 and by a comparison of Figures l, 2 and 4, it will be noted that compression compartment 66 is in constant com- 'f6 10, and may also have an extension cartridge' holder 1I provided with a bore for holding a blank cartridge 12 and with a spring actuated firing pin 13 having an external head for manually withdrawing the same to place its spring under tension.

It will be noted that the firing tube rotates not only at the same speed at the eccentric shaft I6. but also in the same direction and that as the parts are shown in Figure 2 a previous charge troduction into the valve compartment 6I as the latter opens to the port 46.

As seen in Figure 1, the combustion rotor is starting on a combustion stroke and .both the transfer valve 45 `and firing tube 85 are in position ready for communication 'with the combustion chamber. As the rotor advances and its point yof contact with the annular cylinder wall proceeds beyond the port 41, valve compartment 53 opens to port 41 to let into the combustion space the charge contained in its compartments 53 and 5|,whi1e compression is being forced into compartments 50 and 52. In the meantime the firing tube has come into communicating position, its `wall opening registering with port 81, and the charge is fired, forcing the rotor in an advancing clockwise rotation, until it reaches its exhaust port I6a seen in Figure 1.

Referring to Figures 1, 2 and 3, it will be noted that the eccentric shaft I5 of the motor has an axial bore entirely therethrough, in which is disposed a lengthwise shiftable adjusting rod which also rotates with the shaft asv presently appears. Opposite each of the eccentrics 28, rod 15 has an inclined seat 16 for the inner inclined end of an adjusting key 11 disposed and shiftable radially in a slotted way formed in the shaft I5 in radial alignment with the high point of the eccentric so that by shifting the rod 15 slightly in a forward direction at any time during operation, without disassembly of the motor, the eccentric may be adjusted to press the respective eccentric sleeve more snugly in contact with the annular wall of the cylinder,

For the above purpose the bore of the hub portion of each eccentric is made slightly largerV than shaft I5 and a second key 18 connects the hub and shaft at a point diametrically opposite to the adjusting key '|1to avoid any wobbling action. In the initial assembly of the parts a.

` set screw 'I8 in each eccentric hub, bearing against the outer ends of the adjusting key 11, serves to initially set the eccentric sleeve 35 firmly against the cylinder wall and thereafter any adjustment required to be made by the lengthwise shifting of adjusting rod 15 will -be slight, since the rolling and sliding contact of the eccentric sleeves minimizes wear.

As best seen in Figure 3, the rear end of shaft |-5 extends rearwardly beyond its bearing 21 in the rear plate I3, through a water casing 80 and into a bearing cover 8| sbolted to said casing, the Water casing being likewise bolted to the said rear plate I3. The bearing cover supports an axially disposed threaded adjusting screw 82 whose inner reduced end 83 seats rotatably and against a spring 83 in a socket in the rear end of adjusting rod 15, to thus provide for manual adjustment oi' said rod whenever necessary or desirable.

The water casing is divided by partitions around the shaft I5 into annular compartments 84, 85 and 86,'water being supplied to the central compartment 85 through a pipe 81 which may lead from any suitable cooling device, as for example, a radiator (not shown). Along opposite sides of the adjusting rod 15. the shaft I5 has lengthwise water channels 88 and 88 which are in communication in the course oi.' their lengths with the hollow arms 82 and 33 of each eccentric and provide for a. circulation of water for cooling purposes through the water spaces of the eccentric hubs and rims.

Channel 88 is the feed channel, the rear end of which opens into a Water chamber 80 formed in shaft I5 as best seen in Figure 7, and channel opens laterally into the rear compartment 84 of the water casing 80, as seen in dotted lines in Figure 3. From compartment 84 a drain pipe 8| may lead to the cooling radiator above referred to. The chamber 80, is in open comm-unication with feed channel 88 and also with the forward compartment 88 oi' the water casing 80, and has an inlet opening 82 within compartment 85 at the inner end of an arcuate tapering water scoop 83 fixedon shaft I5 in said compartment with its,

larger end opening into said compartment in the direction ofrotation of the shaft with which it revolves.

The chamber 80 being thus supplied with water by reason of the scoop pump 83, in turnsupplies cooling `water to the feed channel 88 and also to'compartment 86 of the water easing from which water flows through a pipe 84 having branches-leading into the upper portions of the water spaces of the walls of motor casing units I0, II and I2. From the lower portions of these Water spaces lead the branches of a return circulation pipe 85 which may, as seen in Figure 3, join the return pipe 8| before mentioned for return wf water to the radiator.

For the supply of lubricating oil, the adjusting rod 15 has an oil feed channel 95 lengthwise thereof, there being branch channels 81 leading as seen in Figure 3,'from said feed channel to the several adjustable 'bearings 24 from which oil nds its way into the cylinders I6 and I1 within 'the spaces at opposite sides of the webs 30 of the rotor eccentrics 28. For supplying oil through the feed channel 85, the forward end of adjusting rod 15 is extended beyond the forward end of shaft I5 Iwithin a lubricant casing 88 Vhaving a detachable cover plate 88 and a lubricant feed pipe |00. In this casing 88 the channel 88 has a laterally opening oil inlet |0I, as ybest seen in Figure 8, at the inner end of a tapering oil scoop pump |02. During the rotation of the rod '|5 with the shaft I5 oil is forced by the rotating pump |02 into the feed channel 86 for distri-bution to the several branches 81.

By reference to Figure 9, in particular, it will be noted that each eccentric 28 has an external median oil groove |03 to receive oil from the spaces at opposite sides of its web 30 around its hub 28 through oil channels |04 through its rim portion 3|. The protuberant abutment connecting portion 86 of its sleeve 35 has oil channels |05 and |06 and an oil groove |01 'around the pivotal connecting pin 4|. Oil channel |05 communicates between oil grooves |03 and |01 and oil channel |08 extends throughout the length of the abutment 31 to iinally deliver oil above the upper end of the abutment for escape from 88 is the return channel, the rear end of which VI6 the housing cap 88 through an outflow pipe |08 which may lead to a suitable oil lter if the oil is to be reused.

The various features of the motor as thus fully set forth and described carrying out the objects first above stated in a practical, eiiicient manner which is of great advantage in the initial assembly thereof as well as throughout lengthy useful life of the motor in operation.

Having thus fully described the invention, what said sleeves. means for initially, yindividually ed. iusting each eccentricl with respect to the shaft,

and means in 'operative'association with the: for simultaneously adjusting the eccentrica withv respect to the shaft 2. A rotary internal combustion engine including a casing forming therein cylinders :in axial jalignment, a shaft Jouralled in said casing axially through said cylinderseccentricsiilxed on said shaft within the cylinders, cylinder-engaging sleeves on said eccentrlcs, abutments slidably disposed in the casing and pivotally connected to A.

cylinders, eccentricsilxed on said shaft withinthe cylinders, sleeves on said eccentrics in contact with the cylinder walls, abutments sliding in the casing and pivotally connected to said eccentric sleeves, means for transferring compressed charges from the compression cylinder to the. combustion cylinder, and means for forcing lubrieating oil into the eccentrlcs, the said sleeves abutments. having oil receiving channels com.

municating with the interior of the eccentric by way of the pivotal connections between the sleeves' and abutments.

4. A rotary internal combustion engine including a casing forming therein compression and combustion cylindersthe former having a charge intake and the latter having an exhaust port, a shaft journalled through the casing axially of thel cylinders. eccentrics fixed on said shaft within the cylinders, sleeves on said eccentrics in con-4 tact with the cylinder walls, abutments sliding in the casing and pivotally connected to said eccentric sleeves, means for transferring compressed charges from the compression cylinder to the combustion cylinder, and means for firing charges in the combustion cylinder, said eccentrics including web and rim portions, and having water spaces in the said webs and rims thereof and inlet and outlet ports in communication with said water spaces, the shaft having inlet vand outausm let channels communicating with said ports. and means actuated by the eccentric shaftl for causijrculationof water throughv s ai'd.`:hi|.nne1s 4thereofand said ports of. the'feccentrics.

35 '55: `A- r'itaxy internal combustion engine including a'casing comprising axially aligned and connected units, each unit having an upright wall and a surrounding anged'p'ortionaround the upright wall, the flanged portion of each unit 1b .engaging the upright wall of an adjacent unit in abutting relation to thus formadjacent compression-.and vcommissari cylinders within the umts `and separated by said upright walls, a shaft exftendingaxially through Said units, eccentrica 5 lfixed on said shaft withinthe cylinders, cylinder y,engagingsleeves on said eccentrics, abutments s lidable in portions of the'casing and pivotally connected to said sleeves, said autments and said l l 'sleeves having oil ilowchannels in communica- 2 tion by way of the said pivotal connection there` of, the casing havingoilxoutlets in communication with the outer ends `of said oil flow channels, means for transferringc'om'pressed charges from the compression to'. the combustion cylinder,

25. means for firing charges inthe combustion cylinder,.and means for forcing oil into the inner ends of said oil fiow channels of the sleeves.

6. A rotary internal 'combustion engine including acasing comprisingv axially aligned and con- 30 nected' units, each :unit'fhaving an upright wall 1 and asurroundingflang'ed portion around the up- `rightwall, the flanged portion of each unit engaging the upright wall,A of an adjacent unit in abutting relation to thus formadjacent compression and combustion'cylinders4 `within the units and separated by said UprightV wail, a shaft extending axially -throughf-s'aid units, eccentrica l fixed on said shaft .,withinthe cylinders, cylinder engaging sleeves on' said eccentrlcs, abutments slidable in portions of 'the vcasing and pivotally connected to said sleeves, means for transferring compressed charges from the compression to the combustion cylinder, means for ring charges in .the combustion cylinden'means forming oil flow 45 channels through the abutments and sleeves for communication at the inner ends thereof with the eccentrics, the casing -having oil outlet means in. communication with the outer ends of said channels, and oil pumping means on, and actuated l50 by. the shaft, for;forcing oil into the inner ends vof said channels. K y y DONNIE MEEKS. 

